Valve mechanism for internal-combustion engines.



R41. TURNER. VALVE MEcHANlsN FOR INTERNAL coMBusTloN ENGINES.

@Moe/nto@ Russell JZTI/rn er R. J. TURNER.

VALVE` MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION HLEn'Nov. 15. 1915.1 1,186,457

Patented Junefs, 1916.

[3 SHEETS-SHEET 2.

wwwa@ e? R. 1. TURNER. f VALVE MECHANISNI FOR lNTERNAL COMBUSTION ENGINES.

APPLICATON FILED NV. 1,5, 191.5- u 1,186,457. Patented June 6, 1916.

3 SHEETS-SHEET 3.

Il IIIIIIIIA l KH l @www E, HUSSelJ Erna" E @51, .@ezxnil.

attenta,

nt'nnnonnnism son eiftizfen ottlive lnited Stotegresidingat Bling( r Combustion Engines, ofwhioh ig snfspeoioution; H ,reist` s to t veli-'e mecha-` In',` or lnteintl eomliustion engines, und t "ivemeeliunism for inf ion ngineswof the i four-cycle ngine cylinder' and is m Winch` the llnderlprior to the inre iehsrge;

iery oi t of my invention is to n odin sion` ge upon the exterior of *11nd, operating` to coni the eornbustible mix `fthe burnt in and les lebt' t "einigem` t the` ft-yelvel type or sleeve-` lsinistri of the `kinds heretofore eet/e3, irtheyports of-'tiie Valve ere so struc@ A "ffthe "combustible mixture end free di, ehn t, dfffgssfes tlio'ut restriction, lis eckpressuieoi,other deleterious S prix (l charge tlieburntfgazies; ontlie exhaust stroke,

elle@ or` undo tendeneytto lient the valve o proiride lyslvefmeolienisin which `will h H epost of carbon upon the s to interfere with movement; of jlie i vaive nr which ieehdmsmloperetos et o comparo- "inossnnn J. nonnen, or Benson, monteert Specieationof Letters Patent.

oivnbtliotlf Rossini, J. `Tonnen 1iritlxe feonnty` of Vim `,Boren and i titer combustion, are disy indi exhaust vulve i5 efvaijvesleeve and `gases in a, i

` [t inni-mer, and which i drawings, l designates nnengine of the four- Jnt" thun ordinary valve invention is `to jpistofn Valve infectiepei-init ofthe free admis` "ther objeot'of `theinvention is felre-inieclienisnyin .whioh'itne e te ds'tooperste es, pump yto dislifehrtheijexhaustl ispermitted Witlisssnyflength of iow4 of the l Vmechanism cool.

' Aistill furtlierobjeotofthe invention is 5S keepfoornparetivelyooolstell times whioh 1` present"` leakage, which n di-` valve, and the INTERNAL-COIDJIBUSTXN ENGINES.

` itettented une 6, i936.,

" siipncauonmea November i5, 1915; semi No., stese.

tively'slow speed so as to reduce Wem-thereon, sindY in which the parts ere simplifiedV in construction to reduce the cost tof monufooture and diminish liability of injury or derangement to the' minimum.

,WitliI these end other objects in View, the invention consists Lof the features of con#r struction, combination and4 arrngement of parts hereinafter fully described" sind psnying drawings in Whiohz* t ,liigu'e l is :i side elevation, purtiallyin vertice longitudinal section,` through a,

four-cycle engine embodying my invention.

i Fig; t2 is n vertical transverse section onthe line 2W@ of Fig. l.` Fig, is a side elevetion oi the valve piston.r Fig 4 is a View looking toward another side thereof. Fig;

5 is n bottone plan view oi the valve pistonn Figs. 6,7, amd 8 are views corresponding to Figs 3, fi, ond 5 of the valve sleeve. Figs. 9 to 14, inelusire :1re diagrammatic views illustrating` lthe action of the vulve meohaf' nism in the cycle oi operation of the engine.

Referring now more plirtioularly to the Cylinder, four-cycle type, to which my in-l vention is shown in the present instance epplied, although it is to loe-understood that tlie number of cylinders may Vary as occasion requires, the invention not being rev strioted in this particolar.

in the iilnstrsted exemple', 2 designates the crank oase of the engine, 3 the cylinders, each provided with an admission and exhaust port il, 5 the intakemonifold, 6 the exhaust passage leadingr to the exhaust manifold 7, 8 the engine pistons, one of which is herein shown, :1nd 9 the `erdnk shaft of the engine, `all of Whiclin'i'uy 4loe4 of any ,Y ,ordinary jor preferred eonstrlwtion.y

l0 denotes the' Wster jueket of theengine,

which may be arranged in the usual nmnner and also disposed about the valve easing, hereinafter described, to keep the valve The vulve mechanism comprises o `@elsing leone of which is formed upon e side of `eeeheylnnder 3,.a.nd soeh of these valve oasings 1]. is open et its lower end and oom- Inunlostes with the upper portlon of the crank oase, and. connects at its upper .e end with the enne-mst poss-age `lending to the .A ranged somewhat l` fold 5. -Arranged to operate withln each valve Aatl its outer side the valve casingispprovidedv with an'intake port 12 which 1s arbelow the level of the port 4 and communicates with theinta'ke'manicasingfis-a valve device comprising a valve piston 13 and a valve sleeve 14, which are fitted for reverse reciprocating motions lIN)z within the cylinder and .eratewithin `v'-piston 13 comprises a-cyllndrical shell, open the top, and

one arranged to opthe other. As shown, the valve at they bottom' and lclosed at provided with an'inclined or diagonal pas- 16 sage 15 and segmental'ports 16 and 17 com.

l vof said passage,

municating'with the inner and outer ends At its'upper end the valve piston 'is provided at -its outer side with an npwardly projecting shield or for a deflector 18, purposehereinafter fully described. l The valve Vsleeve 14 comprises a shell l 'which is open at top and bottom and in- 25 closes the piston'13 which is fitted to slide therein. This shell is formed-with grooves a-tftop and bottom to receive packing rmgs 119' whereby leakage of the fuel mixture or may' strike, and wh gasesvbetween the surfaces ofthe sleeve and the valve casing will be prevented, and if desired the piston valve may be grooved and provided-at its lower end with a packing ring 20 to prevent leakage between the sur- 'a Afaces of the valve sleeve and valve piston.

In the valve sleeve, of twice the length formed segmental ports 22 rangedy atthe inner and outer which is approximately of the valve piston, are

and 23, Varsides of said sleeve and adapted for coperation with thev ports 4 and '12 of the ycylinder and valve casing and the pqrts'l and 17 of the valve "plst n. The function of the' deflector 18, which lies in the path of the exhaust gases ,4'5 'dischrging from the .cylinder through, the

port 1 n the exhaust operation, ,is vto serve as an abutment against which said' gases ereby such gases will be guided or deflected toward the exhaustgoutu let, thus preventing in contact with the working surfaces of the sleeve thus preventing the deposit within 'any given ltime of an amount of carbon lial therefrom ble tovinterfere with the operation of the.

gear' 30 on the valve operating shaft 29 and said ports 16 and 17 being adapted' for coperation with the respective I l; ports 4 and 12.

the same from coming Vfrom' the 125 point to the 180 ling or a link belt or chain 31,6'connecting said sprocket elements, the'ratio of the gearing being as 2 to 1, so that the shaft 29 will make one completerevo'lution of each two revolutions of thecrank shaft 9. `Each valve device as a whole, will, therefore, make one complete bacle'and-foi'th reciprocation during each two complete back-andforth reciprocations of the engine piston, or o each cycle of operation of the engine. Hence each valve' device will operate' at a much lower rate of speed than the engine pistn, with a reduction of wear and tear and increased period of usefulness. f

The operation .of the valve mechanism is as' follows: the ports of the respective parts are shownv in register, at which time thecranks of both the engine shaft'and valve operating shaft will be at the zero position, it will be evident that the fuel will pass from the intake manifold'into the combustion chamber of the engine behind the engine piston upon the suction stroke of such piston. The ports will remaiuin register, owing to the limited motion ofthe valve members, during the entire suction stroke of the piston, as

shown in Fig. 11, inl which the piston crank of the engine shaft travels through an arc of 140, whilethe cranks of the valve members travel through an arc of as indicated, or through an'arc of one-half the number of degrees as that of the'arc through which the. piston crank travels. Thepiston will then begin its upwardl or compres-I sion stroke, compression lbeginning when the pistn crank reaches a position of 210' cranks reach a position of.

and the valve 125, during which ranges of travel of the piston and valve members from the position shown in Fig. v10, the valve sleeve and vpiston will have been moved downward so thatv the ports inthe valve sleeve will be out of registry with the intake ports and partially out of registry with the ports in the valve piston, thusclosing the intake ports land cutting olf the admission of fuel to the engine.

Frein the 210 point or made one complete revolution, as shown 'in Fig. 12, during which the valve actuating cranks travel 4 point in their^circle of rotation, in which operation the valve sleeve continues to close the ports in the cylinder and valve casing while thel valve 'piston moves still farther downward through a lost-motion range, .as shown in Referring to Fig. 9, in which Fig'. 12, the mixture being fired at the limit of the compression stroke of the piston to impel said piston on its working stroke, as will be readily understood. .On each work-v power stroke the piston .movesl down- 'ward and when it reaches the 160 point in the second revolution of its cycle the valve actuating cranksI will have moved to the 260 point in their cycle of motion and will have moved the valve sleeve upward t0 an .advanced 'pointlwith respect to the valve action. On the continued upward movement y of the piston to the end of the second revolut'ion of the crank shaft thevalve crankswill have moved from the 2600. position to` the 360' position, at the end of their working revolution, during which the' valve sleeve will be moved slowly upwardly so that the port 22 will register with the port 4 for a determined period for theexhaust of the 'spent gases, while at the same time the valve piston will move upwardat a greater rate of speed until, upon the completion of the exhaust action, the ports in the valve sleeve and valve piston will register with' each other and with the ports 4 and 12, thus disposing the valve in position for the admission of a fresh charge to the cylinder, at

which time a new cycle of action of the 'en-' gine begins. v It 'Will be observed from the. foregoing description that the actuating cranks of the valve sleeve and piston are arranged at different angles withA relation to the valve actuating shaft, s o that said valve members will have reciprocating motion both in the same and opposite directions simultaneously, as well as variable rates of movement at dlfl'erent points in their travel, to perform the functions described. Also it will be' seen that the valve as a whole will move at a much slower rateof speed than the engine piston, with a consequent reduction of wear and .tear and less heating from friction, and that, as the valve mechanism is also cooled from the Water jacket, the temperature of the working parts of the valve will be kept at a low point. Owing' to this fact, and to the fact that the deflector of the valve piston prevents the exhaust from coming fully into contact with the Working surfaces of the valve sleeve, it Will bel evident that the amount of carbon deposited upon the valve parts will be reduced to the minimum. Furthermore, as the ports in the valve sleeve and Y `the valve, the advantages of which will be readily 'understood and appreciated.

In a valve mechanism for internal combustion engines, the combination with a cylinder and piston, said cylinder having an admission and discharge port, and a crank shaft, of a valve casing provided with an inlet port and an exhaust port, arranged respectively below and above the level of said cylinder port, a valve operating in said casing and comprising a hollow sleeve member open at bottom and top and having at one side a segmental inlet port cooperating with the inlet portof the casing and at its opposite side a segmental combined admission and exhaust port, arranged above the level of said inlet port and cooperating with the admission and exhaust port of the cylinder, and a piston member movable within said sleeve member and comprising a cylindrical body closed at` top and open at bottom and provided with a diagonal passage coperating with segmental ports at different levels in the si'des thereof arranged for cooperation With the ports in the sleeve member, said piston member having an arcuate defieetor projecting from its outer side at its closed end for diverting the exhaust from the valve sleeve, and means for reciprocating said valve members at' different speeds from the 

